Originally published: August 16, 2012

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When Toyota’s FJ Cruiser debuted almost a decade ago, reaction was overwhelmingly positive to the concept created by Toyota’s design studio in Southern California. By the time the Japan-built production FJ finally arrived in 2005, demand for the truck was so strong that almost 10,000 were sold in Canada in the first two years.

With lineage and off-road capabilities inspired by the Land Cruiser FJ40 from the 1960s, the modern FJ still had its work cut out for it. The new FJ had to be as tough and off-road capable as its predecessor, yet still come with modern conveniences, a comfortable ride and the dependability expected from a Toyota.

So confident were Toyota executives in the new FJ, the Canadian launch was held in a muddy quarry outside Ottawa in late fall. Here, a handful of FJs driven by auto writers, including yours truly, ambled up steep boulder-laden paths, down serious and slippery slopes and through deep mud holes the size of backyard swimming pools. The brilliant blue, yellow, silver and burgundy FJs were all the same colour by afternoon’s end — dirt brown, having been pummelled, beaten and thrashed over conditions simulating the real-world challenges FJ owners would undoubtedly seek out. Only one FJ suffered a scratch that day, but all seemed ready for more, like hunting beagles on the scent of deer.

Now in its sixth year of production, the 2012 FJ hasn’t changed much. It still rides on a modified 4Runner platform employing a solid rear axle, and rides a lot like a 4Runner SR5. The round headlights, awkward rear-hinged half-doors, nearly vertical windshield, whitecap roof, wraparound rear glass and three front wipers remain. Water-repellent cloth seats, rubber washable floors and oversized climate-control knobs are nearly the same as when the truck first hit the market.

Yet here lies part of the difficulty with the modern FJ, which no longer looks fresh, much the same way Volkswagen’s Beetle looked dated before its redesign last year. But it’s not just the FJ’s exterior that’s due for change. Various ergonomics suffer from form over function, notably the wide pillars in the side and rear that create a blind spot nearly equal to a panel van. The rear-mounted spare tire also blocks part of the rear window (though the rear head restraints now fold.) With that kind of limited rear vision, Toyota should make the optional backup camera and parking sensors standard equipment.

Inside, the optional three-gauge information box that sits on top of the dash partially blocks the view through the narrow, upright front window. The orange radio display becomes too dark to see in the daytime when the headlights are on, and the type in the radio is too small. A storage box on top of the instrument panel in front of the driver is handy, but more cubby space would be welcome.

While access to the 60-40 split rear-seats has been improved on the passenger side with a seatback that has more travel, the old-style tailgate — barn-door, hinged on the driver’s side — is less convenient than a conventional hatch. Such a hatch could, if adopted, also benefit from the 4Runner’s power folding rear window. As it is, the rear-window opening on the FJ is small and less than ideal. Cargo space is limited to 27.9 cubic feet behind the rear seats.

If all that sounds like I’m unfairly picking on the FJ, I’m not alone. On the fan site FJCruiserforum.com, there are 21 pages worth of suggestions to improve this much-adored vehicle.

What remains ideal, however, is the FJ’s superior ride. Soft over even the nastiest of rutted roads, the FJ’s double wishbone front suspension soaks up all surface imperfections to make one very comfortable ride. The nose will dive under braking and the body may lean in the corners, but the FJ is remarkably compliant over harsh conditions and is luxury-car smooth over good roads. Bilstein shock absorbers, which firm up the ride considerably, are available on FJs with a six-speed manual transmission.

Manual-transmission models also get a full-time four-wheel-drive system, while five-speed automatic FJs come with a part-time 4WD system with a two-speed transfer case requiring a pull of a lever to activate. It’s simple and effective. The FJ also comes with a locking rear differential for more serious off-roading, as well as protector plates under the engine, fuel tank and transfer case.

Even though a hitch is not standard equipment (it should be), the FJ can tow up to 5,000 pounds, thanks to its 4.0-litre V6 engine that can produce 271 lb.-ft. of torque and 260 horsepower. Low-end acceleration is adequate, but highway passing requires consideration. Fuel economy is below average, with official ratings of 12.4 city, 9.5 L/100 km highway, and the FJ lacks an onboard computer to measure instant and average consumption.

As tested, our FJ with the automatic transmission came to $38,745, a total that started with an MSRP of $32,725 but included a $5,020 Urban Package plus $1,000 for the automatic. With fees and freight, the price came to $40,515 before taxes.

That might seem considerable, but it won’t seem like much when the road gets ugly and the FJ breezes through as though nothing could stand in its way — just as all FJs have done for the past 50 years.